Fluid-pressure pump for power-propelled vehicle-controlling means



Oct. 16, 1928. 1,687,523

- E. G. STAUDE FLUID PRESSURE PUMP FOR POWER PROPELLED VEHICLE CONTROLLING MEANS Filed Feb. 15. 1926 6 Sheets-Sheet l INVENTOB DW/N G STAUDE BY ,1 FM Wa h. ATTOPNEYS h E. G. VSTAUDE FLUID PRESSURE PUMP FOR POWER PROPELLED VEHICLE CONTROLLING MEANS 1 Filed Feb. 15. 1926 6 Sheets-Sheet 2 27 Z6 8 Y Z 3/ 24 24 as 20 as 9 H 9 I7 34 INVENTOB I DWIN smuoz BY 04), ATTOIZNEYS Oct; 16, 1928. 1,687,523

E. G. STAUDE FLUID PRESSURE PUMP FOR POWER PROPELLED VEHICLE CONTROLLING MEANS Filed Feb. 15. 1926 6 Sheets-Sheet 3 m FIG. 3

IN VE N TOR DW/N G STA UDE AfToQNEYs Oct. 16, 1928. 1,687,523

E. G. STAUDE FLUID PRESSURE PUMP FOR POWER PROPELLED VEHICLE CONTROLLING MEANS Filed Feb. 15. 1926 6 Sheets-Sheet 4 j wvavroe I\ v m EDWIN 'STAUDE N N N 5%,? MM

Oct. 16, 1928. 1,687,523

E. G. STAUDE FLUID PRESSURE PUMP FOR POWER PROPELLED VEHICLE CONTROLLING MEANS Filed Feb. 15. 1926 6 Sheets-Sheet 5 E. G. STAUDE FLUID PRESSURE PUMP FOR POWER PROPELLED VEHICLE CONTROLLING MEANS Filed Feb. l5 1926 6 Sheets-Sheet 6 2 INVENTOR.

DW/N 6 STA UDE ii ntented @ch l6, lg2hm EDWIN GP. @EA'UDE, @F MINNEAPOLIQ, MINNESOTA.

FLUKE-FREQQW PUMP 30R POWER-PRQPELLED VEHIGLE-CONTROLHNG MEANS.

Application died February in, 1928. Serial No. 88,422.

This invention relates to devices operated by fluid pressure for controlling the operation of friction brakes of power propelled vehicles to check or retard movement of the a vehicle and my present invention has for its object to provide means in or near the pump housing for regulating the flow of the iiuid in the circulatin system to the control mechanism of the bra es to the end that such to control mechanism can be adapted for use when the vehicle is moving forward or backward. The eneral a plication of the apparatus to a. ve icle is iihe same as shown and described in my pending a lication, filed to December '11, 1925, Serml 0. 74,767 and the pur se of this invention is to disclose the app motion of the particular pump mechanism shown herein to the brake control of my former application. In this case, I show so the brake control mechanism as disclosed in my'former ap lication and show its connection and unti ity as associated with the particular pump device, the claims in this application being directed to the shiftable 2 device that is changed in its position by the change in the point of ap lication of pressure in the pump, in com ination with the brake control means that is actuated throu h the change in position of said shiftable evice.

The particiular object of the-present invention is to rovide a. fluid pump mechanism and bra s control means equally efiective regardless of direction of rotation of the pump or whether the vehicle is moving forward or backward.

Another object is to provide means whereby the. seepage of the fluid past the pump mechanism will drain back into the transmission case or to such a may be again used in the uid circuit.

Another object is to provide an mexpen sive fluid actuated brake control ap aratus' adapted to be conveniently connect to the transmission case and manufactured at a comparatively low cost and driven by the motion of the vehicle.

Figure 1 isa side view of a conventional transmission case with my lnvention applied thereto.

Figure 2 is a vertical section of the rear portion of the transmission case, showing my invention attached thereto m sectlon.

Figure 3 is a section on the line 3-45 of Figure 2, looking in the direction 'ofthear int where it row, showing the reversing valve $1011 for going forward.

Figure 4 is a section on the line 3-3 looking in the opposite direction of Figure 3 and shows the reversing valve in the position for backing up.

;Figure 5 is a detail section on the line 5 5 of Figure 4, showing the passage of the fluid for backing up.

F1 ure 6 is a section through the pump case and t rough the reversing valve and through the inside of the transmission case, showing the passage of the fluid to the double controlling valve and the return opening into the transmission case.

Figure 7 is a section through the double controlling valve and the manner of mounting same in the pedal bracket.

1gure 8 is an end view detail showing the pedal arm and its connection with-the valve rod.

Figure 9 is a detail of the valve rod and its connection with the pedal arm.

Fi re 10 is a section on the line Ill-10 of Flgure 7, showing the exhaust passage of the fluid from the valve chamber into the transmission case.

Figure 11 is a section on the line 1111 of i re 7, showing the passage of the fluid rom the pump to the valve chamber. 85

Figure 12 is a detail of the pump case showing the passage of the fluid which seeps past the pump gears and its flow back into the transmission case.

In the drawing, 2 represents a motor vehicle transmission case, having the usual fl 'wheel housing 3 and ear shift lever 4, a so the brake pedal 5 an brake rod 6. 7 is the usual propeller or drive shaft coupling of conventional ty is (see Figure 1). Between the end of the transmission case and the propeller shaft coupling 7, I provide a suitable pump housing 8 (see Figures 1 and 2), secured to the transmission case by a suitabh;1 means SliCll as bolts 9. Within this pump ous1ng,= arran a air of um gears 10 and 11, the fo iiier Ihounted on ii sleeve 13 that is secured to the usual splined transmission shaft 12, (see Figures 2, 3 and 4). The gear 10 is free to slide on the sleeve 13 and is prevented from rotating thereon by the projections 14. This gear is therefore sel aligning; The sleeve always acts as a spacer and has one end bearing against the inner race of the ball bearing 15, (see 110 in posi- Figure 2) and its other end against'the coupling 7 which is securely clamped by means of the usual washer and cap screw 16.' The other lower gear 11 is mounted to revolve on a boss 17 which projects inwardly from the wall 18 of the pump housing 8. These ears as will be noted from Fi res 3 and 4 ave intermeshin teeth and Wlll be driven simultaneously wlth the operation of the transmission shaft.

Figure 3 illustrates the pump gear 10 as mounted to revolve in the direction of the arrow or contra-clockwise when the vehicle is traveling forward and its co-act'lng gear 11 will revolve therefore in the opposite direction or clockwise asindicated in Figure 3. 19 is an intake port which leads from the transmission case to the pump housing and delivers the fluid to a passage 20 which will supply the gear 11, and a passage 21 leads from the port 19 to a space 22 at the other end of the pump housing which communicates with the pump gear 10 and will supply this gear with fluid. Therefore, regardless of the direction of rotation of the gears the fluid in the transmission case will be drawn throu h the port 19 and delivered to the gear 11 at t e point 20 and to the gear 10 at the point 22. Assuming now that the gears revolve in the direction of the arrow as indicated in Figure 3, it follows that a fluid pressure will accumulate at the point 23 and this will flow into the channel, 24 and thevalve chamber 25 that is formed inthe pump housing. A valve 26 has a reciprocating movement in the pump housing through the chamber 25 and when a pres sure is created at the point 23, and in the passage 24, the application of this pressure through the port 27 will cause the valve 26 to move from the position in Figure 4 to that illustrated in Figure 3 and in so moving, the valve will close the space 28 to which the flow of fluid is delivered when the vehicle is traveling in the o posite direction. The movement of the va ve to the position shown in Figure 3 opens the passage into the channel 29 and to the brake control mechanism to which I will hereinafter briefly refer.

In case, however, the vehicle is traveling in the opposite direction as for instance in backing, attention being called particularly to Figure 4, the fluid pressure will accumulate at the point 30, flow t rough the o ening 31 and along the channel 32, through t e opening 33, and force the valve 26 to the position illustrated in Figure 4, thereby cutting off the flow of fluid from the chamber 24 and connecting or opening up the channel 28 with the channel 29. Attention is called at this point to the fact that the channel or chamber 28 and the chamber 24 pass entirely around the valve 26. This is for'the purpose of equalizing the pressure regardless of whatever position the valve may be in and so that only the pressure operating through the ports 27 or 34 will determine the position of the reversing valve. A suitable plu 35 closes the opening through which the va ve is inserted, said lug having a stop 36 to enter the recessed end of the valve that is preferably hollowed out for economy in weight. A channel 37 extends along the wall of the transmission case and connects the pressure side of the pump'with the outlet 38 to. the inside of the valve chamber 39.

The brakecontrol mechanism is similar to that shown and described in my application above referred to and has a valve chamber 39 secured to a pedal bracket 40 and the transmission case 2 by bolts 41 (see Figure 7). A

valve'42 is mounted to slide in the casing 39- and has ports 43 at one end leading from the chamber 44 to a chamber or space 45 within 'the valve. The opposite end of the valve42 is preferably provided with a flaring flange 46. A rod 47 1s connected to the valve 42 and has an openin 48 therein to receive the end portion 49 of t e depending arm 50 that issecured to the pedal arm 5. The rod 47 has a bearing 51 secured to the pedal bracket 40 which preferably supports the entire pedal mechanism and is secured to the transmission case by suitable means such as bolts 52. The sleeve 53 is mounted to slide on the rod 47 and has a flanged portion 54 forming a second valve between which and the valve 42 the fluid flows when the transmission circuit is open. Normally the valve 54 will be spaced from the flan e 46 of the valve 42 as indicated in Figure forming a passage 55 to allow the free flow of the fluid through the valves from the chamber 44 to the chamber 56 and the port 57 which communicates with the transmission case. The valve 42'as shown is substantially cup-shaped and cylindrical in form and has a limited reciprocating movement. Normall it stands in the position shown in Figure; with a gap between its flaring end and the valve 54. As set forth in my application above referredto, the valves 42 and 54 co-opcrate to temporarily obstruct the flow of fluid when the operator'moves the brake .lever a certain predetermined distance.

A hub is provided on the pedal arm 5 which is rotat-ably mounted upon a shaft59- concentric with the arm 60 having the brake rod 6 connected thereto as shown 1n Fi ures 7 and 8. The brake rod arm 60 has a caring on the shaft 59 and has two depending arms 61 and 62. A tension spring 63 is secured to a lug 64 on the brake rod arm and to a In 65 on the brake pedal 5. This sprin norma ly functions to yieldin ly hold the rake rod arm 60 toward the pe a1 5. A fork having arms 61 and 62 is preferably formed inte ally with the brake arm 60 and depends t erefrom and engages a washer or flanged member 66 terminall mounted upon a sleeve 53 slidably mounte in a plug 67 that is secured at one end to the valve casing 39 as shown in Figure 7. The sleeve 53 is concentrically [ill neeaeae bored to receive the rod 4i? and provide a support therefor. A suitable packing is provided in the plug 67 to engage the sleeve53 to prevent oi leakage between the sleeve and the bore of the plug 67.

The ump gears and 11 will rotate continuous y with the transmission shaft and therefore with the motion of the vehicle thereby causing the inelastic fluid such as oil to be drawn from the transmission case or other source of supply into the port 19 and led to the gear 10 through the passage 21 and the opening 22 and the gear 11 through the opening thereby building up a pressure in the chamber 23 and passage 24, and flowing through the chamber 25 into the channel 29, the chamber 3'2, through the ports 38 into the chamber at, through the ports 43 of the valve 42 and out through the space 55 between the flanged end 46 of the valve 42 and the valve 54 and into the chamber 56 and to the passage 5?, that is connected with the transmission case, thereby co1npletingathe circuit of the inelastic fluid.

eferring now to Figure 1, and the application of this pump device to a vehicle brake control, it will be noted that when the pedal 5 is depressed, the arm 50 connected with the rod t7 through the opening i8 and the projection 49 therein will cause the valve 42 to move toward the valve 54 and close the passage 55 thereby building up a pressure which will act against the valve 54, and through the sleeve 53 and the member 66, cause a pressure against the torlred arms 61 and 62. These arms being a part of the brake arm will transmit a pull on the brake rod 6 proportionate to the degree of pressure of the movement of the foot on the brake pedal and thereby the brake mechanism will be applied as fully described in my application above referred to. v

If the vehicle is traveling in the opposite direction, that is in backing, the pump gear 10 being on the transmission shaft and driven by the motion of the vehicle will be rotated in the opposite direction as will also the pump gear 11 or contrary to the direction shown in Figure 3. This movement of the gears will cause the oil or other fluid to be fed in the same manner through the port 19 and the opening 20 the channel "21 and the opening 22, but will build up the pressure in the chamber 30 from whence it will flow out through the opening 31 and reverse the position of the valve 26 from that shown in Figure 3. Thus I am able by mounting thisslide valve in the walls of the pump housing to operate the brake control mechanism regard less of whether the pump gears and the re hicle are moving forward or backward. The brake mechanism will be operated in the same manner in both cases, the slide valve 26 compensating for the difference in the location or point where the pressure. is accumulated or built up resulting from the change in direc tion of rotation of the pump gears. l regard this valve, therefore, and its co-operation with the pump gears and the brake control device as an essential feature of my present invention.

To prevent the fluid from seeping out over the hub 68 of the coupling 7, I prefer to provide a packing 69 held in place by a gland 70. This will cause the fluid to accumulate in the space 71 which, unless relieved, will rapidly buildup to correspond to the pressure in the space 29, and to relieve this pres sure, ll provide channels 72 and 73 communicating with the transmission case (see Fig ure 12), thus relieving the pressure at this point and making it unnecesssary to use any great degree of caution in applying the pack; ing 69.

I claim as my invention:

l. A rotary pump comprising a gear chamber and meshing gears therein, an intake pas sage communicating with the chamber and de ivering to each gear at a point remote from the meshing zone of the gears, a bore having a valve reciprocable therein, an outlet passage communicating with the bore intermediately, passages communicating withthe bore at opposite sides of said outlet passage and respectively with said gear chamber at ,opposite sides of and adjacent the meshing zone of the gears, the arrangement being such that fluid pressure set up adjacent one end of the bore will cause the valve to move toward the opposite end, opening the pressure side of the pump to the outlet and closing the opposite side to said outlet, said intake passage,

bore and one other passage being in the same plane with the gears.

2. A pump comprising a gear, chamber and meshing gears therein, an intake passage communicating' with the chamber and delivering to each gear at a point at the end of a line passing through the rotative axes of the gears, a bore having a valve rcciprocable therein, an outlet passage communicating with the bore intermediately, passages communicating with the bore at opposite sides of said outlet passage and respectively with said gear chamber at opposite sides of and adjacent the meshing zone of the gears, the arrangement being such that fluid pressure set up adjacent one end of the bore will cause the valve to move toward the opposite end, opening the pressure side of the pump to the outlet and closing the op osite side to said outlet.

3. A pump ousing as a die casting, having a gear chamber, and means arranged to obtain reversal of flow uponreversal of pump gears arranged in said chamber, and including an intake conduit communicating with said gear chamber, said chamber and intake conduit opening at one side of the housing and being adapted to be closed by the support to which the housing is attached.

4. A pump housing as a die casting, having a gear chamber, and means arranged to obtam reversal of flow upon reversal of pump gears arranged in said chamber and including an intake conduit communicating with said gear chamber and a valve, said chamber and intake conduit opening at one side of the housing and being adapted to be closed by the support to which the housing is attached, said circulating conduits and valve being substantially in the plane of the gear chamber.

5. In combination with a reservoir casing, a pump housing attached to the outer face of said casing and having a gear chamber having pump gears therein, means arranged to obtain reversal of flow upon reversal of the gears and including an intake conduit communicating with said casing and said gears, the wall of said casing forming a closure for the gear chamber and intake conduit.

6. In combination with a reservoir casing, a. pump housing attached to the outer face of said casing and having a gear chamber having pump gears therein, means arranged'to obtain reversal of flow upon reversal of the gears and including an intake conduit communicating with said casing and gears, the wall of said casing forming a closure for the gear chamber and intake conduit, and said circulating conduits being substantially in the plane of the gear chamber.

7. In combination with a casing and shaft projecting outwardly through awall thereof, a pump housingattached to the outer face of said casing and having a gear chamber having pump gears journaled therein one of which gears has a splined connection'with said shaft, means arranged to obtain reversal of flow upon reversal of the gears, and including an intake conduit communicating with said casing and said gears, the wall of said casing forming a closure for the gear chamher and intake conduit.

8. In combination with a casing and shaft projecting outwardly through a wall thereof, a pump ousing attached to the outer face of said casing and having a gear chamber having pump gears therein, one of which has a splined connection with said shaft, circulation conduits arranged to obtain a reversal of flow upon reversal of the gears and including a valve, and a common inlet in communication with the casing and. se arately with each gear at a point other t an the meshing zones, the wall of said casing forming a closure for said gear chamber and common inlet.

' 9. In combination with a casing and sha projecting outwardly through a wall thereof, a pump housing attached to the outer face of said casing and having a gear chamber having pump gears journaled therein one of which has a splined connection with said shaft, circulation conduits including a commemes mon outlet traversed by a bore, a valve member reciprocable in said core across the common outlet and adapted at opposite limits of movement to fully open said outlet, an inlet in communication with the casing and separately with each gear at a point other than the meshing zones, passages respectively communicating with the bore at opposite ends and with the gear chamber at opposite sides of the meshing points of the gears, the wall of said casing forming a closure for said gear chamber and common inlet.

10. In combination with a casing and shaft projecting outwardly through a wall thereof, a pump housing attached to the outer face of said casing and having a gear chamber having pump gears journaled therein, a sleeve splined to said shaft one of said gears splined to said sleeve, said shaft having a bearing arranged upon the casing and said sleeve being engaged at one end with the bearing, a driving element coupled to said shaft and abutting the sleeve at the opposite end, said housing having means arranged to obtain reversal of flow upon reversal of the gears and including a single reciprocable valve member, and intake conduits communicating with said casing, the wall of said casing forming a closure for said gear chamber and intake conduits.

11. In combination with a casing and shaft projecting outwardly through a wall thereof a pump housin attached to the outer face 0 said casing an having a car chamber having pump gears journal therein, a sleeve splined to said shaft one of said gears splined to said sleeve, said shaft having a bearing arranged upon the casing, and said sleeve being engaged at, one end with the bearing, a'driving element coupled to said shaft and abutting the sleeve at the opposite end, said housing having means arranged to obtain reversal of flow upon reversal of the gears and including a single reciprocable valve member and intake conduits communicating with said casing, and all circulation conduits being substantially in the plane of the gear chamber.

12. In combination with a casing and shaft projecting outwardly through a wall thereof, a pump housing as a'die casting attached by one face against the outer face of said casing and having a gear chamber ha'vin ump gears journaled therein, one of whic as a s lined connection with said shaft, circulation conduits includin a common outlet traversed by a bore, a cy indrical valve member reciprocable in said bore across the common outlet, an inlet communicating with the casing and separately with the gear chamber against each gear at a point other than the meshing zone of the gears, assages respectively communicating with t e bore at opposite ends and with the gear chamber at opposite sides of the meshin zone of the gears, and intermediate the points of communication of the inlet with the gears, and all passages being substantially in plane of the chamber.

13. A pump housing as a die casting having a gear chamber having pump" ears therein, means for obtainin reversal o flow when the gears are reverse including a common outlet traversed b a bore, a cylindrical valve member reciproca 1e in said bore across the common outletfan inlet communicating with the casing and separately with each gear at a point other than the meshing zone of the gears, passages respectively communicating with the bore at opposite ends and with the gear chamber at opposite sides of the meshin zone of the gears, the arrangement being sue that the force for reciprocating thevalve is the common outlet is exposed, and said bore extending onl partially through said housing from one ace thereof,one end of the bore forming a stop to limit valve movement in one direction, and a plug adjustable in the other end of the bore to limit valve movement in the opposite direction and said inlet and gear chamber opening at one side of the housing, and said mletand valve being in the plane of the gear chamber.

In witness whereof I have hereunto set my hand this 2nd day of February, 1926. v

EDWIN e. srannn. 

